Airplane emergency navigational system

ABSTRACT

An emergency navigational system that monitors the navigation of an aircraft by comparing actual flight parameter data to predefined flight parameter data to thereby determine if the actual flight parameter data deviates beyond a defined value, and if so, activating a navigational controller to at least partially control the navigation of the aircraft.

This patent application is a continuation of U.S. patent applicationSer. No. 10/799,980 filed Mar. 12, 2004, now U.S. Pat. No. 7,693,614which in turn claims priority on U.S. Provisional Application Ser. No.60/322,184 filed Sep. 13, 2001, entitled “Airplane EmergencyNavigational System”, now abandoned, and on PCT Patent Application No.PCT/US02/28617 filed Sep. 10, 2002, entitled “Airplane EmergencyNavigational System”, now abandoned.

The present invention pertains to aircraft, and more particularly toemergency navigational systems for aircraft.

INCORPORATION BY REFERENCE

U.S. Pat. Nos. 6,443,399; 6,430,480; 6,405,107; 6,259,976; 6,201,482;6,182,005; 6,178,363; 6,064,939; 6,041,273; 6,002,347; and 5,157,615;and United States Patent Publication Nos. US 2002/0080059 A1; US2002/0069019 A1; and US 2002/0002428 A1 are incorporated by reference toillustrate various collision avoidance systems, warning systems,guidance and navigational systems, and data informational systems thatcan be interfaced with and/or incorporated into the present invention.These patents and patent publications also provide backgroundinformation on the operation of aircraft and standard navigationalsystems of aircraft, thus such teachings are incorporated herein byreference to form a part of this patent application, and suchdisclosures and teachings will not be fully repeated herein.

BACKGROUND OF THE INVENTION

Over the past years, aircraft manufacturers have developed manysignificant safety features on aircraft to increase the passenger safetyduring a flight, during a standard landing and/or during emergencylandings. These features include safety lighting, better seat designs,better aircraft structural designs, inflatable crafts, door lockingsystems, safety doors, warning beacons, navigational warning sensors,location devices, communication devices and the like. All of thesesafety features have increased both the comfort and safety of the flightcrew and passengers alike. However, several of the safety features inaircraft require experienced personnel to activate the features and/orunderstand the warnings provided by the feature in order to take theappropriate corrective action. If such experienced personnel are notable to recognize the significance of the warning being provided by thesafety feature, unable to operate the safety feature, and/or unable totake corrective action after the safety feature has provided a warning,the safety feature loses it effectiveness to provide the desired safetyto the crew and passengers alike. This inability of experiencedpersonnel to notice such warning and/or to take the appropriatecorrective action is critical when such warning by the safety equipmentrelates to the flight path of the aircraft. In such circumstances, theaircraft may crash if corrective action is not taken.

In view of the existing state of aircraft navigational systems, there isa need for a safety system that takes partial or full navigationalcontrol of the aircraft in an emergency situation.

SUMMARY OF THE INVENTION

The present invention pertains to aircraft, and more particularly toemergency navigational systems for aircraft. Although the presentinvention is particularly directed to aircraft, the invention has muchbroader applications and can be used in other navigational systems thatare used in boats (e.g. sailboat, speed boat, ship, ferry, etc.), cars(e.g. automobile, bus, truck, etc.), trains, helicopters, and the like.The present invention is directed to an automated navigational systemthat at least partially takes navigational control of an aircraft duringan actual and/or perceived emergency situation. Such actual and/orperceived emergency situation can include, but are not limited to,hijacking, injured and/or unconscious pilots and/or authorizedpersonnel, adverse weather conditions, close proximity of otheraircraft, improper flight path, improper airspeed, improper navigationalcommands, improper altitude, improper aircraft orientation, advancingprojectiles, non-entry of timely data by pilot and/or authorizedpersonnel, damage to the aircraft, failure and/or malfunction of one ormore systems on the aircraft (e.g. electrical problems, hydraulicproblems, communication problems, etc.); fuel problems (e.g. low fuel,fuel loss, etc.); passenger illness, lost communications with groundcontrol; aircraft damage; and/or the like. When one or more such actualand/or perceived emergency situations are detected by the emergencynavigational system, the emergency navigational system will take partialor full navigational control of the aircraft in an attempt to alleviateor overcome the actual and/or perceived emergency situation. Forinstance, the emergency navigational system can take control of therudder, the flaps, the landing gear, the engine operation (e.g. enginespeed, engine use, etc.), fuel consumption, brakes (e.g. air,mechanical, etc.), fuel distribution (e.g. fuel volume in fuel tanks,etc.) external lights, warning signals, warning beacon, and the like. Ascan be appreciated, other aircraft controls can be at least partiallytaken over by the emergency navigational system. As such, the emergencynavigational system provides a secondary navigational safety layer inthe event that an authorized pilot and/or other authorized personnelcannot perform the required functions in the aircraft, and/or does notperform the required functions within a certain time and/or certainmanner.

In one aspect of the present invention, the emergency navigationalsystem is incorporated in the navigational controls of the aircraft. Thepilot and/or authorized personnel can partially or fully remove theemergency navigational system from the aircraft at the convenience ofthe pilot and/or authorized operator. In one embodiment of theinvention, the emergency navigational system can be caused to fully orpartially take navigational control of the aircraft and/or caused tofully or partially release navigational control of the aircraft by, butnot limited to, a switch, key inputted code, key card, electromagneticsignal, computer command, voice command, retina scan, fingerprint scan,and/or the like. In another and/or alternative embodiment of theinvention, the emergency navigational system is designed to be partiallyor fully removed from the navigational controls of the aircraft.Non-limiting examples include removable software programs that form atleast a part of the emergency navigational system, removable data thatprovides at least a part of the needed information to at least partiallyoperate the navigational system, removable hardware that form at least apart of the emergency navigational system and/or the like.

In another and/or alternative aspect of the present invention, theemergency navigational system is incorporated into the navigationalcontrols of the aircraft in a manner that the emergency navigationalsystem cannot be at least partially removed and/or improperly caused topartially or fully gain and/or release navigational control of theaircraft without damaging the navigational controls of the aircraft.Such a design deters or prevents an individual from tampering with theemergency navigational system. This is a particularly useful design toprevent hijackers or other unauthorized individuals from disabling theemergency navigational system. In one aspect of this embodiment, theattempted removal of the emergency navigational system and/or improperenabling and/or disabling full or partial the navigational control ofthe aircraft by the emergency navigational system constitutes an actualemergency situation resulting in the activation of the emergencynavigational system.

In still another and/or alternative aspect of the present invention, atleast a portion of the emergency navigational system is located in aportion of the aircraft that is remote to the cockpit of the aircraft.The positioning of at least a portion of the emergency navigationalsystem in a remote location reduces or prevents an unauthorizedindividual from easily enabling and/or disabling the emergencynavigational system. In one embodiment of the invention, the portion ofthe emergency navigational system that is in a remote location from thecockpit has sufficient components and/or data to at least partiallycontrol the aircraft when an emergency situation is detected by theemergency navigational system to cause the partial or full control orreleasing of navigational control by the emergency navigational system.In one aspect of this embodiment, the aircraft includes an emergencynavigational system that comprises a primary emergency navigationalsystem primarily located in the cockpit of the aircraft and a secondaryemergency navigational system primarily located in one or more locationsremote to the cockpit. If for some reason the primary emergencynavigational system is damaged and/or improperly disabled, the secondaryemergency navigational system can at least partially control theaircraft. As can be appreciated, more than one secondary emergencynavigational system can be incorporated in the aircraft. In anotherand/or alternative embodiment of the invention, at least a portion ofthe secondary emergency navigational system is located in a securelocation that is remote to the cockpit to reduce or prevent unauthorizedtampering and/or disabling the secondary emergency navigational system.

In yet another and/or alternative aspect of the present invention, thereis provided an emergency navigational system that at least partiallytakes navigational control of the aircraft when the emergencynavigational system detects and/or receives information pertaining toone or more actual or perceived emergency situations. In one embodimentof the invention, the emergency navigational system is at leastpartially incorporated into the navigational controls of the aircraftand is designed to detect information in and/or about the aircraftand/or receive information from remote locations to determine whether anaircraft is involved in one or more actual and/or perceived emergencysituations. The existing features of the aircraft (e.g. navigationalsystems, monitors, sensors, etc.) can be used by the emergencynavigational system to assist in determining the existence of anemergency situation. As can be appreciated, the emergency navigationalsystem can use its own sensors, monitors, etc. to assist in determiningthe existence of an emergency situation. In another and/or alternativeembodiment of the invention, the emergency navigational system, upondetection and/or upon receiving information of an actual or perceivedemergency situation, at least takes partial navigational control of theaircraft to cause the aircraft to execute one or more corrective actionsand/or predetermined actions in response to the one or more actualand/or perceived emergency situations. In one aspect of this embodiment,the emergency navigational system releases control back to the pilotand/or other authorized personnel after the aircraft has reentered theproper flight path, reobtained the proper airspeed, reobtained theproper orientation, and/or reobtained the proper altitude. In oneparticular design, the emergency navigational system immediately, orafter a certain time period, releases control to the pilot and/or otherauthorized personnel after the aircraft has reentered the flight path,reobtained the proper airspeed, reobtained the proper orientation,and/or reobtained the proper altitude. In another and/or alternativeparticular design, the emergency navigational system releases control tothe pilot and/or other authorized personnel after the aircraft hasreentered the flight path, reobtained the proper airspeed, reobtainedthe proper orientation, and/or reobtained the proper altitude; and afterthe pilot and/or other authorized personnel performs a reinitiatingfunction such as, but not limited to, activating a switch, entering acode, using a key, entering a key card, providing a voice command,providing a retina scan, providing a fingerprint scan, and the like. Instill another and/or alternative particular design, the emergencynavigational system releases control to the pilot and/or otherauthorized personnel after the emergency navigational system receives aremote signal such as, but not limited to, a signal from anotheraircraft, a ground signal from ground control, a satellite signal, andthe like. In these particular non-limiting designs, the aircraft ismaintained under at least partial navigational control by the emergencynavigational system in the event that the detected deviation in flightpath, airspeed, orientation, and/or altitude was caused by an injury tothe pilot, a hijacking and/or the like. For instance, if the aircraft ishijacked, the emergency navigational system would prevent the hijackerfrom maintaining navigational control of the aircraft shortly after thehijacker has caused the aircraft to deviate from the proper flight path,proper airspeed, proper aircraft orientation, and/or proper altitude ofthe aircraft. In still another and/or alternative embodiment of theinvention, the pilot and/or authorized personnel are able to regain fullor partial navigational control from the emergency navigational system.In some situations, a malfunction or damage may occur to the aircraft,wherein the emergency navigational system cannot correct automatically.In such situations, the pilot and/or authorized personnel may want tofully or partially regain navigational control from the emergencynavigational system and attempt to again manually control the aircraft.In still another and/or alternative embodiment of the invention, theemergency navigational system can be designed so that it cannot becaused to release control to a pilot and/or other authorized personnelunilaterally by the pilot and/or other authorized personnel.Non-limiting examples include (a) the emergency navigational systemrequires a remote signal to be sent to the emergency navigational systemto cause or begin the partial or complete release of the navigationalcontrols of the aircraft from the emergency navigational system to thepilot and/or other authorized personnel; or (b) the emergencynavigational system requires a remote signal to be sent to the emergencynavigational system in addition to the pilot and/or other authorizedpersonnel performing some reinitiating function (e.g. activating aswitch, using a key, key card, entering a code, providing a voicecommand, providing a retina scan, providing a fingerprint scan, etc.) tocause partial or full release of the navigational control of theaircraft from the emergency navigational system to the pilot and/orother authorized personnel.

In yet another and/or alternative aspect of the present invention, thereis provided an emergency navigational system that at least partiallytakes navigational control of the aircraft when the emergencynavigational system detects and/or receives information pertaining tothe aircraft deviating from a proper flight path, proper airspeed,proper aircraft orientation, and/or proper altitude. It is not uncommonfor an aircraft to deviate from a proper flight path, proper airspeed,proper orientation, and/or proper altitude when the aircraft is damaged,the pilot is injured, when avoiding adverse weather conditions, whenavoiding collisions, and/or when the aircraft is hijacked. For instance,when a hijacker takes control of the aircraft, the hijacker may decideto direct the aircraft from its original destination to some otherdestination. When the hijacker begins directing the aircraft to the newdestination, this will result in a deviation from the proper flightpath. The redirecting of the aircraft may also result in a deviation inthe desired altitude of the aircraft, the desired airspeed of theaircraft and/or the desired orientation of the aircraft. Alternatively,if the hijacker decides to crash the aircraft, the hijacker willtypically cause the aircraft to reduce in altitude, cause the aircraftto enter into an uncontrolled spin, execute a turn that is not withinthe design of the aircraft, stall the aircraft, or the like. When thehijacker attempts to crash the aircraft, this will result in a deviationfrom the desired altitude and/or orientation of the aircraft. Theattempted crash may also result in a deviation from the desired airspeedand/or flight path of the aircraft. When the aircraft deviates from aproper flight path, proper airspeed, proper orientation, and/or properaltitude, the aircraft poses a danger to the passengers on board, adanger to other aircraft and/or a danger to persons on the ground.

In still yet another and/or alternative aspect of the present invention,the emergency navigational system is hardwired and/or programmable suchthat the proper flight path, proper airspeed, proper aircraftorientation, and/or proper altitude of the aircraft during the flight ofthe aircraft at least partially exists in or is part of the emergencynavigational system. In one embodiment of the invention, the emergencynavigational system is preprogrammed prior to flight with the datapertaining to the proper flight path, proper airspeed, proper aircraftorientation, and/or proper altitude of the aircraft for at least aportion of the flight of the aircraft. As can be appreciated, other datacan be preprogrammed such as, but not limited to, flight number, type ofaircraft, passenger information, personnel information, cargoinformation, airport information, departure times, arrival times,departure location, arrival location, proper cabin pressure duringflight, fuel volume, proper cabin temperature during flight, atmosphericconditions, security codes, alternative flight plans, etc. This dataentry can be accomplished in several ways. Non-limiting examples includeauthorized personal manually inputting the data; connecting a data cableto the aircraft while the aircraft is on the ground; authorized personalelectronically copying the data into the emergency navigational systemand/or inserting a memory device into the emergency navigational systemsuch as, but not limited to, a disk, card, tape, data stick, data chip,or the like, or some other type of key, cartridge, chip, etc. thatincludes the data; or authorized personal transmitting the data to theaircraft while the aircraft is on the ground and/or in route. In anotherand/or alternative embodiment of the invention, the emergencynavigational system includes one or more circuit boards that include thedata pertaining to the proper flight path, proper airspeed, properaircraft orientation, proper altitude of the aircraft during the flightof the aircraft, and/or other information. In still another and/oralternative embodiment of the invention, the emergency navigationalsystem at least partially receives data pertaining to the proper flightpath, proper airspeed, proper aircraft orientation, proper altitude ofthe aircraft, and/or other information during the flight of the aircraftfrom authorized personal from a location remote to the aircraft.Non-limiting examples include transmission of data from an airport,transmission of data from another aircraft, transmission of data from anair traffic control center, and/or the like. As can be appreciated inthis embodiment, the data pertaining to the proper flight path, properairspeed, proper aircraft orientation, proper altitude of the aircraft,and/or other information can be partially or fully inputted into theaircraft just prior to, during, or after the aircraft has taken flight.As can be further and/or alternatively appreciated in this embodiment,the data pertaining to the proper flight path, proper airspeed, properaircraft orientation, proper altitude of the aircraft, and/or otherinformation can be modified in flight to account for weather conditions,air traffic, traffic control failures, damage to and/or malfunctions ofthe aircraft, emergency landings, and/or the like. As such, the aircraftcan be navigated into a new flight path, airspeed and/or altitudewithout causing the emergency navigational system to at least partiallygain navigational control of the aircraft.

In still another and/or alternative embodiment, the data transmitted tothe emergency navigational system is encoded or otherwise secured toprevent unauthorized transmissions to alter and/or corrupt the data inthe emergency navigational system. The data transmitted to the aircraftfrom one or more locations remote to the aircraft is secured to preventunauthorized transmissions from affecting the data in the emergencynavigational system. In one embodiment of the invention, the data isencoded with a specific key that is recognized by the emergencynavigational system thereby resulting in the emergency navigationalsystem accepting the transmitted data. In one aspect of this embodiment,the key code can be set in an emergency navigational system for aparticular aircraft, for a particular route of the aircraft and/or for aparticular time period. In another and/or alternative aspect of thisembodiment, the key code is changed for every flight of the aircraft. Inone specific design of this aspect, when the aircraft is on the ground,the emergency navigational system is programmed with a code and/or acircuit board, chip, card, or the like having a code is entered into theemergency navigational system. When data is transmitted remotely to theaircraft, the emergency navigational system determines if thetransmitted data includes a proper code that either matches or isdependent on the code that has been entered into the emergencynavigational system. Once the emergency navigational system determinesthat the transmitted data is authorized data, the emergency navigationalsystem accepts the transmitted data. However, if the transmitted data isdeemed to not be authorized data, the emergency navigational system doesnot accept the transmitted data. As can be appreciated, many othersecurity measures can be used to ensure that the emergency navigationalsystem only accepts authorized data. In another and/or alternativeembodiment, the emergency navigational system includes variousprotections against viruses that could result in the destruction and/orcorruption of data. This protection can include, but is not limited to,fire walls, virus scans, extractors, and the like.

In yet another and/or alternative aspect of the present invention, thereis provided an emergency navigational system that at least partiallytakes navigational control of the aircraft when the emergencynavigational system determines that the aircraft is deviating from aproper flight path, proper airspeed, proper aircraft orientation, and/orproper altitude. In one embodiment of the invention, during the flightof the aircraft, the emergency navigational system includes and/or hasaccess to data that defines the desired flight path, airspeed, aircraftorientation, and/or altitude of the aircraft during at least a portionof the flight. The emergency navigational system also includes and/orhas access to data that defines the acceptable deviation that theaircraft can have from the desired flight path, airspeed, aircraftorientation, and/or altitude of the aircraft during at least a portionof the flight before the emergency navigational system determines thatan emergency situation exists. In another and/or alternative embodimentof the invention, during the flight of the aircraft, the emergencynavigational system includes and/or has access to data that defines anacceptable range of values that the aircraft can have relating to theflight path, airspeed, aircraft orientation, and/or altitude of theaircraft during at least a portion of the flight before the emergencynavigational system determines that an emergency situation exists. Forexample, if the altitude of the aircraft at a particular point in theflight path is suppose to be 27,000 feet, the range of altitude mightrange from 26,750-27,250 feet, the maximum deviation might be 250 feetfrom 27,000 feet, or the maximum percentage deviation might be 1% (i.e.270 feet). In another and/or alternative example, the aircraft at aparticular point in a flight path has a particular GPS coordinate, andthe maximum deviation from the particular GPS coordinate may be set at10 miles or at some percentage deviation from the particular GPScoordinate. In still another and/or alternative embodiment, the size ofthe acceptable range of values, the amount of acceptable deviation,and/or the percentage of acceptable deviation can be a set range oramount of deviation, or a variable range or amount of deviation thatdepends on one or more variables (e.g. the type of deviation, thelocation of the aircraft, the type of aircraft, etc.). In one aspect ofthis embodiment, each type of deviation has a set range or amount ofdeviation throughout the flight path of the aircraft. For example, theset amount of deviation for the altitude of the aircraft from thedesired altitude at different points in the flight path could be 50feet, or some other value. In another and/or alternative example, theset amount of deviation for the flight path of the aircraft from thedesired flight path could be one mile, or some other value. In stillanother and/or alternative example, the set amount of deviation for theflight speed of the aircraft from the desired flight speed at differentpoints in the flight path could be 30 mph, or some other value. Inanother and/or alternative aspect of this embodiment, at least one typeof deviation has a variable range or amount of deviation throughout theflight path of the aircraft. For example, the amount of deviation forthe altitude of the aircraft from the desired altitude at differentpoints in the flight path could be 10 feet when the aircraft has justtaken off or is landing and 30 feet when the aircraft has reachedcruising altitude. As can be appreciated, other values can be used andalso additional values at different points in the flight path can beused. In another and/or alternative example, the variable range oramount of deviation information can be calculated from a formula thattakes in account one or more variables measured, detected, etc. duringthe flight, and/or can be obtained from a database of information thatprovides data for each leg or a portion of each leg of the flight pathof the aircraft and the acceptable deviation of one or more parametersat each leg of the flight path. With respect to the flight path of theaircraft, the acceptable flight path of the aircraft can be visualizedas a three-dimensional section of airspace (e.g. a cylinder or othershape) that extends from one point in the sky to another point in thesky. This three-dimensional section can have a constant cross-sectionalshape or area, or can have one or more regions that vary incross-sectional shape and/or area.

In still yet another and/or alternative aspect of the present invention,the emergency navigational system will activate immediately or at somepredefined time period after the emergency navigational systemdetermines that an emergency situation exists. In one embodiment of theinvention, the emergency navigational system activates immediately afterthe emergency navigational system determines that an emergency situationexists. In another and/or alternative embodiment of the invention, theemergency navigational system activates at a time after the emergencynavigational system determines that an emergency situation exists. Thistime period of delay for activation of the emergency navigational systemcan be a set time or a time that is different and/or variable dependingon the type of deviation, location of the aircraft, type of aircraft,etc. In one aspect of this embodiment, the time period is a set timeperiod for any type of deviation. In one particular design, the set timeperiod should be relatively short (i.e. typically less than about 5minutes, more typically less than about 2 minutes, even more typicallyless than about 1 minute, and still even more typically less than about30 seconds). In another and/or alternative aspect of this embodiment,the time period is a set time for a particular deviation. In oneparticular non-limiting design, the time period is 2 minutes fordeviations in altitude, 5 minutes for deviations in flight path, 5seconds for deviations in aircraft orientation, and 3 minutes fordeviations in airspeed. As can be appreciated other time limits can beselected. In another and/or alternative aspect of this embodiment, thetime period is variable for a particular deviation depending on the typeof deviation, the location of the aircraft in the sky, the type ofaircraft, etc. In one particular design, the time period for deviationsin altitude will vary depending on the altitude of the aircraft, thelocation of the aircraft, and/or the location of the aircraft within theflight path; the time period of airspeed deviation will vary dependingon the present airspeed of the aircraft; and/or the time period ofaircraft orientation deviation will depend on the present orientation ofthe aircraft. As can be appreciated, these time periods of deviation candepend on other and/or additional variables. For example, the timeperiod for deviation for altitude may be greater when the aircraft is atits cruising altitude than when the aircraft has just taken off or isabout to land. In another and/or alternative example, the time periodfor deviation for flight path may be greater when the aircraft is atcruising altitude and over a large body of water than when the aircrafthas just taken off or is about to land. In still another and/oralternative example, the time period for deviation of airspeed may begreater when the aircraft is at cruising altitude and cruising speedthan when the aircraft has just taken off or is about to land. In yetanother and/or alternative example, the time period for deviation inaircraft orientation may be greater when the aircraft is flying straightand level than when the aircraft is turning. As can be appreciated, thetime periods can be dependent on additional and/or other parameters. Inyet another and/or alternative embodiment of the invention, theemergency navigational system provides one or more warnings to the pilotor authorized personnel prior to the emergency navigational system beingactivated. The warning allows the pilot to correct the deviation fromthe desired flight path, aircraft orientation, airspeed, and/or altitudeprior to the emergency navigational system taking full or partialnavigational control of the aircraft. The warning can be a visual oraudible warning. In still yet another and/or alternative embodiment ofthe invention, the emergency navigational system provides one or morewarnings at the time or just prior to the time the emergencynavigational system takes partial or full navigational control of theaircraft.

In still another and/or alternative aspect of the present invention,there is provided an emergency navigational system that at leastpartially takes navigational control of the aircraft and causes theaircraft to enter into a proper or new flight path, airspeed and/oraltitude when the emergency navigational system detects and/or receivesinformation (a) pertaining to the aircraft deviating from a properflight path, proper airspeed, proper aircraft orientation, and/or properaltitude; (b) that timely data has not been transmitted to the aircraft;and/or (c) that timely information has not been inputted by the pilot orother authorized personnel. When the pilot is injured, the aircraft isdamaged, the aircraft malfunctions, and/or the aircraft is hijacked, theaircraft typically deviates from one or more desired flight parameters;timely data is not transmitted from and/or received by the aircraft;and/or timely data is not inputted by the pilot or authorized personnelduring the course of the flight. For instance, the emergencynavigational system can be designed so as to require a pilot or otherauthorized personnel to periodically enter a code or other data, push abutton, check in with a control tower, etc. during the flight. If thepilot and/or authorized personnel were injured or otherwise unable tocomplete such event (e.g. during a hijacking), the emergencynavigational system would take partial or full navigational control ofthe aircraft. As such, one or more of these situations result in theemergency navigational system at least partially taking navigationalcontrol of the aircraft. In one embodiment of the invention, when theemergency navigational system at least partially takes control of theaircraft, the emergency navigational system initially attempts tocorrect the deviation and subsequently maintain the desired flight path,airspeed, aircraft orientation, and/or altitude of the aircraft basedupon the predefined data. In another and/or alternative embodiment ofthe invention, after a certain time period has passed and the emergencynavigational system has not partially or fully released navigationalcontrol to the pilot or other authorized personnel, the emergencynavigational system causes the aircraft to enter into a new predefinedflight path, airspeed and/or altitude; or a flight path, airspeed and/oraltitude that has been remotely transmitted to the aircraft. In anotherand/or alternative embodiment of the invention, the emergencynavigational system immediately causes the aircraft to enter into a newpredefined flight path. One non-limiting example of a new predefinedflight is a flight path that causes the aircraft to reduce in altitudeand airspeed. The new predefined flight path can depend on the type ofaircraft, location of the aircraft prior to beginning the predefinedflight path, etc. The predefined flight path can also result in a newairspeed, new altitude, etc. The new predefined flight path can be asophisticated or simple flight path. In one aspect of this embodiment,the new predefined flight path results in the aircraft entering into aholding pattern. In one non-limiting example of this aspect, theaircraft enters into a holding pattern (e.g. circular, oval, etc.) andreduces airspeed and/or altitude. In another aspect of this embodiment,the new predefined flight path provides information for the emergencynavigational system to direct the aircraft to a particular location thattypically is dependent on the location of the aircraft at the time theemergency navigational system at least partially took navigationalcontrol of the aircraft (e.g. remote military base, remote airfield,non-populated area, etc.). In one non-limiting example, after theaircraft has reached the final destination of the new predefined flightpath, the aircraft enters into a holding pattern. As can be appreciated,many other new predefined flight paths can be used. As can be furtherappreciated, the new predefined flight path can be designed to minimizerisk and/or damage to life and/or property if such flight path directsthe aircraft to a remote and/or unpopulated area. Such a new predefinedflight path can also enable authorities to intercept the aircraft and/ormobilize at or near a location to the aircraft to adequately deal withthe emergency situation of the aircraft. At such time, the emergencynavigational system can be remotely given new instructions to cause theaircraft to allow the pilot and/or other authorized personnel to landthe aircraft, or to allow the aircraft to be directed to anotherdestination. In a further and/or alternative embodiment of theinvention, the emergency navigational system causes the aircraft to flyto a location that is at least partially defined from data received bythe emergency navigational system from a location remote to theaircraft. Accordingly, the aircraft can be remotely navigated to otherlocations and/or caused to land. In still a further and/or alternativeembodiment of the invention, the aircraft expels fuel immediately or atsome time after the emergency navigational system at least partiallytakes over the navigational control of the aircraft. In one aspect ofthis embodiment, the amount of fuel expelled is a function of thelocation of the aircraft in the flight path of the aircraft. Forexample, soon after the aircraft has taken off, the emergencynavigational system, as a result of some type of emergency situation,takes partial or full control of the navigational control of theaircraft and directs the aircraft along a defined flight path andairspeed, and causes a substantial amount of fuel to be released fromthe aircraft. In this situation, more fuel may be expelled from theaircraft than when the aircraft has been in flight for a period of timeor is over an ocean, etc.

In still another and/or alternative aspect of the present invention,there is provided an emergency navigational system that transmits asignal to indicate that the emergency navigational system has taken fullor partial navigational control of the aircraft, has fully or partiallyreleased navigational control of the aircraft, is damaged ormalfunctioning, etc. In one embodiment of the invention, every warningby the emergency navigational system and/or every instance the emergencynavigational system takes partial or full navigational control of theaircraft, a signal is transmitted to a remote location such as, but notlimited to, an airport, air traffic control location, and the like. Suchtransmission provides notification to personnel on the ground of apotential problem associated with the aircraft. In another and/oralternative embodiment of the invention, the emergency navigationalsystem sends positioning information to a remote location when theemergency navigational system at least partially controls the navigationof the aircraft. The location information can include airspeed,latitudinal, longitudinal and/or altitude data (e.g. GPS information,LAN information, etc.), or some other type of information. This locationinformation can be used to generally or very precisely locate theposition of the aircraft. In one aspect of the embodiment, thetransmission of the location data from the emergency navigational systemcannot be terminated until the aircraft has landed and/or after theemergency navigational system has fully or partially releasednavigational control of the aircraft. In this design, an unauthorizedperson such as a hijacker is unable to prevent transmission of locationinformation to a remote location once the emergency navigational systemhas taken partial or full navigational control of the aircraft. Thisenables ground authorities and/or air controllers to track the movementof the aircraft. In another and/or alternative aspect of thisembodiment, the emergency navigational system transmits real time datato a location remote to the aircraft to provide real time data toauthorized third parties. Such real time data can include information inaddition to flight speed, altitude, and/or location data of theaircraft. In another and/or alternative embodiment of the invention, theemergency navigational system transmits a warning signal to otheraircraft in the surrounding area to notify such aircraft that theemergency navigational system of an aircraft has taken full or partialnavigational control of the aircraft. Such warning signal allows otheraircraft in the general vicinity to take appropriate action (e.g. alterflight path, become more alert, etc.).

In yet another and/or alternative aspect of the present invention, theemergency navigational system secures one or more facilities on theaircraft to reduce or prevent harm to the aircraft when the emergencynavigational system takes partial or full navigational control of theaircraft. In one embodiment of the invention, the emergency navigationalsystem reduces the ease of opening doors and/or hatches of the aircraft.As such, access to certain regions of the aircraft can be limited toreduce or prevent sabotage. In addition, doors cannot be easily openedso as to attempt to crash the aircraft. In another and/or alternativeembodiment of the invention, when the emergency navigational systemtakes full or partial navigational control of the aircraft, theemergency navigational system also takes at least partial control of thelanding gear, aircraft elevators, aircraft lights, kitchen appliances,environmental conditions, water pressure, fuel systems, and/or the like.As such, unauthorized personnel are deterred from improperlymanipulating the proper operation of the aircraft. In still anotherand/or alternative embodiment of the invention, when the emergencynavigational system takes full or partial navigational control of theaircraft, the emergency navigational system at least partially limitscommunications on the aircraft in the cockpit and/or in the passengercompartment. As such, communications can be limited to only certainpersonnel on the ground and/or in other authorized aircraft. As can beappreciated, communications can be limited in other manners.

In still another and/or alternative aspect of the present invention,there is provided an emergency navigational system that includes one ormore backup or redundant systems. The backup or redundant systems areused to ensure that the primary system is properly functioning and/or toprovide an alternative emergency navigational system when the primarysystem malfunctions and/or is damaged. For instance, if the cockpit areaof the aircraft is damaged during flight due to an accident, hijackingor the like, the primary emergency navigational system can be damaged ordisabled. In such a situation, the backup or redundant systems partiallyor fully take over the functions of the primary emergency navigationalsystem. The backup or redundant systems can be designed to take over allfunctions of the primary emergency navigational system or can bedesigned to take over or perform only certain functions of the primaryemergency navigational system. As such, the backup or redundant systemscan be as sophisticated, or less sophisticated, than the primaryemergency navigational system. In another and/or alternative embodiment,the backup or redundant systems will transmit data to a remote locationto inform authorities that the backup or redundant systems are partiallyor fully in control of the navigation of the aircraft.

In still another and/or alternative aspect of the present invention,there is provided an emergency navigational system which can be manuallyinitiated by personnel on board the aircraft and/or initiated from aremote location. In one embodiment of the invention, the pilot and/orother authorized personnel can manually cause the emergency navigationalsystem to gain partial or full navigational control of the aircraft whenthe pilot and/or other authorized personnel determine and/or believethat an emergency situation exists. In one aspect of this embodiment,the cockpit of the aircraft includes a switch to cause the emergencynavigational system to gain partial or full navigational control of theaircraft. In another and/or alternative aspect of this embodiment, oneor more switches to cause the emergency navigational system to gainpartial or full navigational control of the aircraft are located outsidethe cockpit. As can be appreciated, other mechanisms can be used tocause the emergency navigational system to gain partial or fullnavigational control of the aircraft (e.g. key, key code, magnetic card,etc.). In another and/or alternative embodiment, the emergencynavigational system is caused to gain partial or full navigationalcontrol of the aircraft from a remote location with or without thepilot's or other authorized person's knowledge and/or permission. Forinstance, if ground authorities, flight controllers and/or otherauthorized aircraft determine that the aircraft poses or potentiallyposes a safety risk and/or could be involved in another type ofemergency situation, the emergency navigational system can be caused totake full or partial navigational control of the aircraft. As can beappreciated, there may be other instances wherein it is advantageous toremotely cause the emergency navigational system to take full or partialnavigational control of the aircraft.

In still another and/or alternative aspect of the present invention,there is provided an emergency navigational system which can work inconjunction with one or more other emergency systems. It is not uncommonfor aircraft to include various other emergency systems such as, but notlimited to, collision avoidance systems, stall warnings, aircraftorientation warnings, airspeed warnings, landing gear warnings, fuelwarnings, hydraulic pressure warnings, electrical warnings, firewarnings, pressure warnings, and/or the like. Such emergency systems mayonly warn the pilot of a potential problem and/or automatically attemptto overcome the problem. One or more of these emergency systems can beintegrated with and/or interfaced with the emergency navigationalsystem. In one embodiment of the invention, the collision avoidancesystem is integrated with and/or interfaced with the emergencynavigational system. These two systems are designed to work together toavoid collision with other aircraft, the ground, buildings, and thelike. In one aspect of this embodiment, the warning provided by thecollision avoidance system results in the emergency navigational systemproviding a warning and/or causes the emergency navigational system totake partial or full navigational control of the aircraft. In thisaspect, the emergency navigational system can be designed to allow thepilot some time to navigate the aircraft out of harm's way before theemergency navigational system takes partial or full navigational controlof the aircraft to cause the aircraft to move out of harm's way.Alternatively, the emergency navigational system can be designedimmediately to take partial or full navigational control of the aircraftto navigate the aircraft out of harm's way.

It is the principal object of the present invention to provide anemergency navigational system that improves the safety of an aircraft.

It is another and/or alternative object of the present invention toprovide an emergency navigational system that at least partiallyprevents unauthorized operators from navigating an aircraft.

It is yet another and/or alternative object of the present invention toprovide an emergency navigational system that monitors and/or controlsone or more parameters of an aircraft during the flight of the aircraft.

It is still another and/or alternative object of the present inventionto provide an emergency navigational system that navigates an aircraftinto a defined flight path after the emergency navigational system hastaken partial or full navigational control of the aircraft.

It is a further and/or alternative object of the present invention toprovide an emergency navigational system that works in conjunction withone or more other emergency systems on an aircraft.

It is still a further and/or alternative object of the present inventionto provide an emergency navigational system that transmits locationinformation of an aircraft after the emergency navigational system hastaken partial or full navigational control of the aircraft.

It is yet a further and/or alternative object of the present inventionto provide an emergency navigational system that can be manually and/orremotely caused to take full or partial navigational control of anaircraft.

It is yet a further and/or alternative object of the present inventionto provide an emergency navigational system that can be manually and/orremotely caused to fully or partially release navigational control of anaircraft.

It is another and/or alternative object of the present invention toprovide an emergency navigational system that can be loaded with datawhile the aircraft is on the ground and/or in flight.

It is still another and/or alternative object of the present inventionto provide an emergency navigational system that includes securitymeasures to prevent corruption and/or damage of data in the emergencynavigational system.

It is yet another and/or alternative object of the present invention toprovide an emergency navigational system that includes security measuresto prevent unauthorized access to data and/or control of the emergencynavigational system.

It is still yet another and/or alternative object of the presentinvention to provide an emergency navigational system that includes oneor more backup or redundant systems.

It is a further and/or alternative object of the present invention toprovide an emergency navigational system that is at least partiallyremovable from an aircraft.

It is still a further and/or alternative object of the present inventionto provide an emergency navigational system that cannot be removed froman aircraft.

It is yet a further and/or alternative object of the present inventionto provide an emergency navigational system that transmits real timedata to a remote location when the emergency navigational system hastaken full or partial navigational control of the aircraft.

It is still yet a further and/or alternative object of the presentinvention to provide an emergency navigational system that at leastpartially secures the aircraft when the emergency navigational systemhas taken full or partial navigational control of the aircraft.

These and other objects of the invention will become apparent to thoseskilled in the art upon reading and understanding the following detaileddescription of preferred embodiment.

BRIEF DESCRIPTION OF THE DRAWINGS

The invention may take physical form in certain parts and arrangement ofparts, preferred embodiment of which will be described in detail andillustrated in the accompanying drawings which form a part hereof andwherein:

FIG. 1 is a graphical representation of the acceptable altitudedeviation of an aircraft;

FIG. 2 is a graphical representation similar to FIG. 1, but illustratingthat the acceptable altitude deviation varies along the flight path;

FIG. 3 is a graphical representation of the acceptable altitudedeviation during a portion of the flight path of an aircraft, and arepresentation of the actual altitude of the aircraft in such portion ofthe flight path;

FIG. 4 is a graphical representation of an acceptable three-dimensionalflight path of an aircraft;

FIG. 5 is a graphical representation similar to FIG. 4 but illustratingthat the acceptable three-dimensional flight path varies along theflight path;

FIG. 6 is a graphical representation of an acceptable three-dimensionalflight path during a portion of the flight path of an aircraft and arepresentation of the actual flight path of the aircraft in such portionof the flight path; and,

FIG. 7 is a representation of a flight path of an aircraft prior to andafter the emergency navigational system has taken full or partialnavigational control of the aircraft.

DESCRIPTION OF THE PREFERRED EMBODIMENTS

Referring to the drawings, wherein the showings are for the purpose ofillustrating the preferred embodiments of the invention only and not forthe purpose of limiting same, FIG. 1 illustrates a predefined flightpath of an aircraft from a first destination A to a second destinationB. The predefined flight path defines the desired and acceptable flightpath of the aircraft from the first to the second destination. Thispredefined flight path is used by the emergency navigational system tocompare the present position of an aircraft to the predefined flightdata. The emergency navigational system uses this information todetermine whether or not the aircraft has unacceptably deviated from thepredefined flight path.

The emergency navigational system is typically incorporated into thenavigational systems of the aircraft which are located in the cockpit ofthe aircraft. As can be appreciated, one or more components of theemergency navigational system can be located in other regions of theaircraft. Typically, the principal components of the emergencynavigational system are irremovably incorporated into the navigationalsystem of the aircraft; however, the emergency navigational system canbe designed whereby one or more of the principal components of thesystem can be removed from the aircraft, if such removal is desired.

The basic or principal components of the emergency navigational systeminclude a comparator which can be in the form of a microprocessor orother type of electrical circuit, and/or software program. Thecomparator is used to compare predefined flight data to flight data thatis measured and/or recorded during the flight of the aircraft. Anotherprincipal component of the emergency navigational system is a memorycomponent which fully or partially stores the predefined flight data forthe aircraft. The memory device can take many forms such as a harddrive, tape drive, DVD, CD, Zip drive, jazz drive, memory stick, and thelike. Yet another principle component of the emergency navigationalsystem is a navigational controller which is designed to take full orpartial control of one or more navigational systems of an aircraftand/or indirectly take control of one or more navigational systemsthrough existing navigational controls of an aircraft. As can beappreciated, these principal components of the emergency navigationalsystem can be separate components and/or one or more of these componentscan be incorporated in one or more devices (i.e. microprocessor,electric circuit, software program, etc.).

The emergency navigational system is designed to at least partially takenavigational control of an aircraft during an actual or perceivedemergency situation. Examples of such emergency situations include, butare not limited to, an aircraft hijacking; injured and/or unconsciouspilots, crew, and/or passengers; adverse weather conditions; closeproximity of other aircraft; improper flight path; improper airspeed;improper navigational commands; improper altitude; improper aircraftorientation; advancing projectile; non-entry of timely data by pilotand/or authorized personnel; damage to the aircraft; failure and/ormalfunction of one or more systems on an aircraft; fuel problems;electrical problems; hydraulic problems; structural problems;communication problems; pilot, crew, and/or passenger illness;environmental problems; disruptive passengers; and/or any other incidentthat can cause problems during flight, and/or undesirably alter theflight path of the aircraft. When such an emergency situation occurs,the emergency navigational system is designed to take partial or fullnavigational control of the aircraft in an attempt to correct for theemergency situation. In effect, the emergency navigational systemprovides a secondary or backup navigational safety net for the operationof the aircraft during flight in the event that a pilot or otherauthorized personnel cannot and/or is unable to overcome or avert anemergency situation during the flight of the aircraft.

The emergency navigational system is typically designed such that apilot and/or other authorized employee using a switch, an inputted code,a key card, an electromagnetic signal, etc. can cause the emergencynavigational system to take full or partial navigational control of theaircraft, and/or to release full or partial navigational control of theaircraft back to a pilot and/or other authorized personnel. As can beappreciated, the emergency navigational system can be additionally oralternatively designed to take and/or release full or partial control ofan aircraft upon receiving a signal remotely from the aircraft such as,but not limited to, receiving a remote coded signal from a land-basedair traffic control facility.

The emergency navigational system is typically designed to takenavigational control of the aircraft when an emergency situation isdetected by the emergency navigational system. The emergencynavigational system can be designed to immediately take control of theaircraft, or take control of the aircraft at some predetermined timeafter detection by the emergency navigational system to thereby allow apilot and/or authorized personnel to eliminate or adjust for theemergency situation prior to the emergency navigational system takingnavigational control of the aircraft. As can be appreciated, theemergency navigational system can be designed to take only partialnavigational control of the aircraft, or be designed to take fullnavigational control of the aircraft is certain emergency situations,and only partial control of the aircraft in other types of emergencysituations. The amount of control taken by the emergency navigationalsystem and/or the timing for taking navigational control of the aircraftby the emergency navigational system will generally depend on the typeof aircraft in which the emergency navigational system is installedand/or the level of control which is desired for the emergencynavigational system. As can be appreciated, the emergency navigationalsystem can be designed such that the level of control of the aircraftfor a particular flight can be customized by the pilot and/or otherauthorized personnel.

After the emergency navigational system has taken full or partialnavigational control of the aircraft, the emergency navigational systemcan be designed such that it fully or partially releases navigationalcontrol once the emergency situation is under reasonable control. Insuch a design, the emergency navigational system can be caused to fullyrelease or partially release control of the navigation of the aircraftafter the pilot and/or authorized personnel activates a switch, enters acode, enters a key card, etc. The emergency navigational system can alsobe designed such that it will fully or partially release navigationalcontrol upon receiving a signal from a location remote to the aircraft,such as but not limited to, a signal from a ground control facility.When the emergency navigational system is designed such that it willfully release navigational control to a pilot and/or other authorizedpersonnel after earlier gaining full or partial navigational control ofthe aircraft during an actual and/or perceived emergency situation, thefull or partial release of navigational control by the emergencynavigational system allows a pilot and/or authorized personnel tocontinue to fly the aircraft as if the earlier emergency situation hadnever occurred, and the emergency navigational system will notreinitiate full or partial navigational control of the aircraft unless anew emergency situation is later encountered. In instances where theemergency navigational system is designed to only partially releasenavigational control to a pilot and/or other authorized personnel afterit has earlier gained full or partial navigational control of theaircraft, the emergency navigational system can be designed thereafterto closely monitor the flight path of the aircraft and to continue toprovide at least partial navigational assistance to the pilot and/orauthorized personnel until the aircraft has safely landed and, at whichtime, the emergency navigational system will release full navigationalcontrol of the aircraft. In other situations, the emergency navigationalsystem can be designed such that it will not fully release navigationalcontrol to a pilot and/or other authorized personnel on the aircraftonce the emergency navigational system has gained full or partialnavigational control of the aircraft. In such a design, the emergencynavigational system fully or partially controls the navigation of theaircraft until the aircraft has safely landed on the ground. A failsafesystem can be incorporated in the emergency navigational system wherebythe emergency navigational system can be forced to partially or fullyrelease navigational control of the aircraft upon receiving a signalfrom a location remote from the aircraft, such as from a land-basedaircraft control facility, and/or from a release switch on board theaircraft, if such deactivation is deemed necessary for the continuedsafe flight of the aircraft. As can be appreciated, the emergencynavigational system can be designed to gain and/or release full orpartial navigational control of the aircraft in a variety of manners fora variety of reasons, and in view of a variety of different emergencysituations. As such, the emergency navigational system can be asversatile and/or as rigid as desired, and the operation of the emergencynavigational system can be as versatile and/or as rigid as desired for aparticular aircraft.

One non-limiting operation of the emergency navigational system will nowbe described in detail. The emergency navigational system is designed tocompare predefined flight data to monitored and/or determined flightdata during the flight of the aircraft, and to determine if the aircraftduring flight has unacceptably deviated from the predefined flight data.Upon detection of an unacceptable deviation, the emergency navigationalsystem immediately or at some predefined time after a period ofdeviation has occurred takes full or partial navigational control of theaircraft. As can be appreciated, the emergency navigational system cantake full or partial navigational control of the aircraft for otherreasons such as, but not limited to, the pilot and/or authorizedpersonnel not timely entering data, communications between the aircraftand the land-based communications facility being terminated, unexpectedloss of fuel, damage to the aircraft, etc. The predefined flight datacan include one or more parameters that occur during the flight of theaircraft such as, but not limited to, GPS position of the aircraft, LANposition of the aircraft, airspeed of the aircraft, orientation of theaircraft, altitude of the aircraft, air pressure within the aircraft,temperature within the aircraft, fuel levels of the aircraft, flapand/or rudder position of the aircraft, landing gear status of theaircraft, etc. This predefined flight data is at least partially enteredinto a database and/or memory of the emergency navigational system priorto the aircraft departing from a particular location. The predefineddata can be fully loaded into the aircraft for the complete flight ofthe aircraft prior to the aircraft leaving a destination, and/or can bepartially loaded into the aircraft prior to takeoff and be supplementedat one or more times during the flight of the aircraft. When theaircraft is positioned on a runway and is ready to take off from anairport facility, the monitoring function of the emergency navigationalsystem can be activated, such that the actual flight parameters of theaircraft can be compared to the predefined flight parameters within thedatabase of the emergency navigational system. As can be appreciated,the initial activation of the emergency navigational system can beautomatic and/or be activated from a location remote to the aircraft. Asthe aircraft begins moving during takeoff, the one or more actual flightparameters that are being monitored or determined by the emergencynavigational system are compared to the predefined flight parameters todetermine if any emergency situation has arisen at any time during themovement or flight of the aircraft. As can be appreciated, the emergencynavigational system can be activated at a time prior to the aircraftapproaching the runway and/or at some time after the aircraft has takenoff from the runway. During the flight of the aircraft, the actualflight parameters of the aircraft can be periodically monitored orconstantly monitored, and periodically compared or constantly comparedto the predefined flight data in the database and/or memory of theemergency navigational system.

Reference is now made to FIG. 1, wherein there is a graphicalillustration of the predefined altitude of the aircraft during theflight path of the aircraft from a destination A to a destination B. Thearced lines on the graph illustrate the acceptable maximum altitude M₁and minimum altitude M₂ of the aircraft during the flight path of theaircraft from destination A to destination B. As illustrated in FIG. 1,the acceptable deviation between the maximum and minimum altitudes ofthe aircraft in the flight path is substantially constant. Asillustrated in FIG. 2, the maximum and minimum predefined altitudes forthe flight path of the aircraft from destination A to destination B varyduring the flight path of the aircraft. As shown in FIG. 2, thevariation between the maximum and minimum altitudes is greatest duringthe mid-portion of the flight path and narrows when the aircraft hasrecently taken off from destination A or approaches a landing atdestination B. As illustrated in FIGS. 1 and 2, the predefined altitudeof the aircraft is correlated to a predefined GPS location.Consequently, during the flight of the aircraft, the actual GPS locationof the aircraft is obtained and the altitude at such GPS location isdetermined or obtained, and such determined or obtained data iscorrelated with the appropriate predefined flight data to determine ifthe aircraft is flying at an acceptable or unacceptable altitude at acertain GPS location. As can be appreciated, the altitude data can becorrelated to other parameters, such as actual time, time since takeoff,latitude of the aircraft, longitude of the aircraft, LAN location,and/or other parameters.

Referring now to FIG. 3, a graphical representation of the predefinedmaximum altitude M₁ and minimum altitude M₂ of an aircraft during asection of the flight path of the aircraft and the actual flight path 10of the aircraft superimposed on the graph. The maximum and minimumpredefined altitudes of the aircraft are shown to be substantiallyconstant during this section of the flight path of the aircraft. Thisgraphical representation would be representative of a section of thealtitude parameters of FIG. 1 during the mid-portion of the flight ofthe aircraft between destination A and destination B. Superimposedbetween the maximum and minimum predefined altitude parameters is theactual flight path 10 as measured or obtained during the flight of theaircraft. In the beginning part of the graph of FIG. 3, the actualmeasured altitude A₁ of the aircraft is substantially in the middle ofthe maximum and minimum predefined altitude values, thus the emergencynavigational system would not determine that an emergency situationexists with respect to the altitude at this point of the flight path. Asthe aircraft proceeds in the flight path, the altitude of the aircraftslightly increases A₂; however, the actual measured altitude does notexceed the maximum predefined altitude M₁. At this point, the emergencynavigational system can once again determine that there is no emergencysituation, or could designate this situation as a possible warningand/or provide a possible warning signal to the pilot and/or otherauthorized personnel to indicate to the pilot and/or other authorizedpersonnel that the altitude of the aircraft is approaching the maximumpredefined altitude. As the aircraft proceeds in the flight path, theaircraft decreases in altitude A₃, and approaches the minimum predefinedaltitude M₂ in the particular flight path. Once again, at this point,the emergency navigational system can determine that no emergencysituation exists, or can internally designate this instance as apossible warning and/or provide an actual warning to the pilot and/orauthorized personnel that the aircraft is approaching the lowerallowable predefined altitude of the aircraft in a particular flightpath. As the aircraft proceeds along the flight path, the aircraftinitially increases in altitude and subsequently decreases in altitudeA₄, whereby the aircraft falls below the minimum predefined altitude ofthe aircraft. At the time or short after the aircraft drops below theminimum predefined altitude, the emergency navigational system willdetermine that an emergency situation exists, thereby causing theemergency navigational system to immediately take full or partialcontrol of the aircraft, or take full or partial control of the aircraftat some predefined time after the aircraft has continuously maintainedan altitude that is below the predefined minimum altitude of theaircraft at a particular flight point.

As illustrated in FIGS. 1-3, the emergency navigational system monitorsand/or determines the actual altitude of the aircraft and compares theactual altitude of the aircraft to predefined altitude data for theaircraft. As can be appreciated, other and/or additional parameters canbe simultaneously monitored and/or obtained and then compared, and/orsequentially monitored and/or obtained and then compared. As statedabove, such parameters can include, but are not limited to, flight path(e.g. latitude position, longitude position, LAN position, GPSposition), airspeed, aircraft orientation, etc.

Referring now to FIGS. 4-6, there is provided a graphical representationof the predefined GPS flight path data for a particular flight path ofan aircraft between origination point A and destination point B. Asshown in FIG. 4, the acceptable deviation of the predefined GPS data forthe flight path is substantially constant from point A to point B. InFIG. 5, the predefined GPS positioning data of the aircraft from point Ato point B is variable during the flight path. In both FIGS. 4 and 5,the predefined GPS flight path data forms an acceptable space whereinthe aircraft can fly, which space can be thought of as a tube ofacceptable flight space. This tube can be best visualized in FIG. 6,which is representative of a section of the flight path of FIG. 4. Asshown in FIG. 6, the tube-shaped section is defined by the predefinedGPS data in the database of the emergency navigational system.Superimposed on the GPS flight path tube is the actual flight path 10 ofan aircraft. As shown in FIG. 6, so long as the actual GPS position ofthe aircraft falls within this predefined GPS flight path tube, theemergency navigational system will not determine the existence of anemergency situation. Consequently, the determined or obtained GPSpositions C₁ and C₂ fall within the acceptable predefined flight path orspace of the aircraft, thus the emergency navigational system will notdetermine that an emergency situation exists. Position C₂ is locatedclose to the outer perimeter of the acceptable predefined flight path orspace, thus the emergency navigational system can internally designatethis instance as a possible warning and/or provide an actual warning tothe pilot and/or other authorized personnel that the aircraft isapproaching the outer perimeter of the acceptable predefined flightpath. As shown in the latter part of the flight path C₃ of the aircraftof FIG. 6, the aircraft deviates outside of the predefined GPS flightpath tube, thereby causing the emergency navigational system todetermine an emergency situation resulting in immediate or subsequentpartial or full control of the navigational systems of the aircraft.

Referring now to FIG. 7, there is illustrated in a solid line 20 thatrepresents the actual flight path of an aircraft which takes off fromdestination A and initially travels toward destination B. As illustratedin FIG. 7, about halfway between destination A and B, the emergencynavigational system partially or fully takes control of the navigationof the aircraft for one or more reasons. Once the emergency navigationalsystem takes full or partial control of the aircraft, the emergencynavigational system can attempt to navigate the aircraft along thepredefined flight data which is stored in the database of thenavigational system, as illustrated in the dotted line 30 to destinationB, or the emergency navigational system can initiate a new predefinedemergency flight path, as illustrated by the bold line 40 in FIG. 7.This new predefined flight path can be standardized for the aircraft orcan be specific to the type of aircraft, the location of the aircraft,and/or can be dependent upon other parameters existing at the time thatthe emergency navigational system takes full or partial navigationalcontrol of the aircraft. As illustrated in FIG. 7, the emergencynavigational system causes the aircraft to enter a new predefined flightpath 40 thereby causing the aircraft to initially reduce in altitudeafter partially or fully taking navigational control of the aircraft,and then causes the aircraft to fly to a predefined location andthereafter enter into a holding pattern 50, as illustrated in thecircular pattern of FIG. 7. At the time the emergency navigationalsystem enters this predefined flight path, the airspeed of the aircraftcan be reduced, fuel can be partially dumped, and/or other measures canbe initiated to minimize the risk of the aircraft to the passengers onboard the aircraft and/or the public at large. As shown by the dottedline 60 extending from holding pattern 50 in FIG. 7, the aircraftsubsequently lands at a destination B′, which is different from theoriginal destination B. Destination B′ can be a preprogrammeddestination which is included in the emergency navigational system, orcan be information that is subsequently inputted into the database ofthe emergency navigational system by the pilot and/or authorizedpersonnel on the aircraft, and/or from a position remote to theaircraft. The landing of the aircraft at destination B′ can beaccomplished by the pilot and/or other authorized personnel on theaircraft, by the emergency navigational system, or from a remotelocation. FIG. 7 is representative of a situation wherein the pilotloses control of the aircraft during the flight of the aircraft (e.g.illness, hijacking, etc.), and wherein such loss of control results inthe aircraft deviating from the predefined flight parameters which wereprogrammed in the database of the emergency navigational system. Asillustrated in FIG. 7, the emergency navigational system, upon partiallyor fully gaining navigational control of the aircraft, causes theaircraft to reduce in altitude and fly to a predefined flight locationand enter into a holding pattern 50. Upon entering into the holdingpattern, the aircraft remains in such holding pattern until it isdetermined that the pilot and/or other authorized personnel on theaircraft can properly regain control of the aircraft to safely land theaircraft, and/or it is determined that the aircraft needs to beautomatically or remotely landed. If it is determined that the pilotand/or authorized personnel are in proper condition to land theaircraft, the pilot and/or authorized personnel can unilaterally fullyor partially disengage control of the aircraft from the emergencynavigational system, and/or such control can be partially or fullyreleased from a location remote to the aircraft. Once the pilot hasregained full or partial control of the aircraft, the pilot can thenland the aircraft at destination B′ or destination B. Alternatively, ifit is determined that the pilot and/or authorized personnel on theaircraft cannot land the aircraft, the emergency navigational system canautomatically cause the aircraft to land at destination B′ ordestination B, and/or the emergency navigational system can be signaledfrom a location remote to the aircraft to land the aircraft atdestination B′ or destination B. If the emergency navigational systemdoes not include data required to land the aircraft at destination B′ ordestination B, such data can be remotely transmitted to the emergencynavigational system to enable the emergency navigational system to landthe aircraft at destination B′ or destination B. Alternatively, theemergency navigational system can be signaled to allow the aircraft tobe landed by remote control from a location remote to the aircraft. Ineach of these situations, the emergency navigational system facilitatesin ensuring that, after encountering an emergency situation, theaircraft is entered into a flight path that minimizes the danger to thepassengers and crew on the aircraft and/or minimizes damages and dangerto individuals in other facilities that could be threatened by anaircraft during the emergency situation.

The invention has been described with reference to the preferredembodiments. These and other modifications of the preferred embodimentsas well as other embodiments of the invention will be obvious from thedisclosure herein, whereby the foregoing descriptive matter is to beinterpreted merely as illustrative of the invention and not as alimitation. It is intended to include all such modifications andalterations insofar as they come within the scope of the appendedclaims.

1. An emergency navigational system that at least partially controls thenavigation of a moving vehicle comprising a comparator device thatcompares actual parameter data at a particular time, at a particularlocation, or combinations thereof to predefined parameter data for saidparticular time, said particular location, or combinations thereof, anda navigational controller that takes control of at least onenavigational control of said vehicle after said data compared by saidcomparator deviates beyond a predefined value, said vehicle selectedfrom the group consisting of an aircraft, a boat, a car, a train, and ahelicopter.
 2. The emergency navigational system as defined in claim 1,wherein said actual parameter data includes data selected from the groupconsisting of GPS position data, speed data, altitude data, date, time,vehicle orientation, and combinations thereof.
 3. The emergencynavigational system as defined in claim 1, wherein said navigationalcontroller controls at least one navigational control to at leastpartially cause said vehicle to at least temporarily cease deviatingbeyond said predefined value.
 4. The emergency navigational system asdefined in claim 1, wherein said navigational controller controls atleast one navigational control to at least partially cause said vehicleto at least temporarily follow a Previously Presented preprogrammedpath.
 5. The emergency navigational system as defined in claim 1,wherein said navigational controller releases control of said at leastone navigational control after receipt of a release signal from asecurity controller.
 6. The emergency navigational system as defined inclaim 5, wherein said release signal at least partially originates froma location remote to said vehicle.
 7. The emergency navigational systemas defined in claim 5, wherein said release signal at least partiallyoriginates from said vehicle.
 8. The emergency navigational system asdefined in claim 1, including a database that at least partially storessaid predefined parameter data prior to movement of said vehicle.
 9. Theemergency navigational system as defined in claim 8, wherein saiddatabase is at least partially removable from said vehicle.
 10. Theemergency navigational system as defined in claim 1, including aregulator that limits operation of at least one vehicle device on saidvehicle while said navigational controller is controlling at least oneof said navigational controls.
 11. The emergency navigational system asdefined in claim 1, including a secondary emergency navigational systemthat at least partially performs at least one function of said emergencynavigational system when at least one function of said emergencynavigational system fails.
 12. The emergency navigational system asdefined in claim 1, including a security analyzer to verify signals tosaid emergency navigational system from a location remote to saidvehicle.
 13. The emergency navigational system as defined in claim 1,wherein said navigational controller takes control of said at least onenavigational control after said compared data has remained beyond saidpredefined value for a predetermined amount of time.
 14. The emergencynavigational system as defined in claim 1, including a transmitter thattransmits real time navigational data of said vehicle to a locationremote of said vehicle during the time said navigational controllercontrols at least one of said navigational controls.
 15. The method ofat least partially controlling a vehicle that has deviated from at leastone predefined parameter comprising: a. including at least onepredefined parameter for at least a portion of a path of said vehicleinto a database, said predefined parameter corresponding to a particularlocation, to a particular time, or combinations thereof, said vehicleselected from the group consisting of an aircraft, a boat, a car, atrain, and a helicopter; b. monitoring at least one parameter during themovement of said vehicle which corresponds to said at least onepredefined parameter; c. comparing said at least one predefinedparameter to said corresponding monitored parameter; and, d. causing anemergency navigational system to activate a navigational controllerafter determining said monitored parameter exceeds a predefineddeviation from said predefined parameter, said navigational controllerat least partially controlling the navigation of said vehicle afterbeing activated.
 16. The method as defined in claim 15, wherein saidmonitored parameter data includes data selected from the groupconsisting of GPS position data, speed data, altitude data, date, time,vehicle orientation, and combinations thereof.
 17. The method as definedin claim 15, wherein said navigational controller controls at least onenavigational control to at least partially cause said vehicle to atleast temporarily cease deviating beyond said predefined value.
 18. Themethod as defined in claim 15, wherein said navigational controllercontrols at least one navigational control to at least partially causesaid vehicle to at least temporarily follow a Previously Presentedpreprogrammed path.
 19. The method as defined in claim 15, wherein saidnavigational controller releases control of said at least onenavigational control after receipt of a release signal from a securitycontroller.
 20. The method as defined in claim 15, wherein said releasesignal at least partially originates from a location remote to saidvehicle.
 21. The method as defined in claim 15, wherein said releasesignal at least partially originates from said vehicle.
 22. The methodas defined in claim 15, including a database that at least partiallystores said predefined parameter data prior to movement of said vehicle.23. The method as defined in claim 22, wherein said database is at leastpartially removable from said vehicle.
 24. The method as defined inclaim 15, including a regulator that limits operation of at least onevehicle device on said vehicle while said navigational controller iscontrolling at least one of said navigational controls.
 25. The methodas defined in claim 15, including a secondary emergency navigationalsystem that at least partially performs at least one function of saidemergency navigational system when at least one function of saidemergency navigational system fails.
 26. The method as defined in claim15, including a security analyzer to verify signals to said emergencynavigational system from a location remote to said vehicle.
 27. Themethod as defined in claim 15, wherein said navigational controllertakes control of said at least one navigational control after saidcompared data has remained beyond said predefined value for apredetermined amount of time.
 28. The method as defined in claim 15,including a transmitter that transmits real time navigational data ofsaid vehicle to a location remote of said vehicle during the time saidnavigational controller controls at least one of said navigationalcontrols.